Fuel mixing and regulating device for gas-engines.



I PATENTED 00113.2, 190s.

H. J. SMITH. PUELMIXING AND REGULATING DEVICE FOR GAS ENGINES.

-A PPLIOATION FILED APB-19. 1905.

ZSHEETfi-SHEET 1.

No. 832,089. PATENTED OCT. 2, 1906.

H. J. SMITH. v FUEL MIXING AND REGULATING DEVICE FOR GAS ENGINES.

APPLICATION FILED APR.19. 1905.

2 SHEETS-SHEET 2.

% F V y I JV 0 I R} i m I 3 7 J P xgfi m" 5i fit UNITED STATES PATENT OFFICE. [HARRY J. SMI'ITH, OF nurfio. NEW YORK. FUEL-MIXING AuoREe'uLaTiNt-i DEVICE FOR GAS-ENGINES} Specificationpf Letters Patent.

Patented Oct. 2, 1906.

Application filed April 19. 1905. Serial Ho. 366,513.

in the county of Erie and State of New York,

have invented new and useful Improvements in Fuel lVIixing and Regulating Devices for Gas-Engines, of which the following is a specification.

The object of this invention is to provide a I simple, compact, and reliable mixin and regulating valve for gas-engines, wherefiy the proportion of gas and air to make a combustible mixture may be varied at will and which permits the amount of combustible passing ovemor. I g

While this valve may be used in connection I with engines of various types and having one or more cylinders, the same is especially applicable to'an' engine which has not less than one working stroke in each revolution, and more particularly to a two-cycle engine havtwo cylinders arranged end to end.

11 the accompanying drawings, consisting of two sheets, Figurel 1s a horizontal section of a gas-engine equipped with my improved fuel mixin and regulatin device. Fig.2 is a sectiona elevation of t e governor which I controls the mixing and regulatin device.

Fig. 3 is an elevation ofone endof t e valve chest'and adjacent parts. Fig. 4' is a side elevation of the opposite end of the valvechest and adjacent parts. Fi 5 is a horizontal section of the valve mec anism on anenlarged scale and showing the exterior of the valve casi or bushing. Fig. 6 is a similar view ta en centrally through the valve. Figs. 7 and 8 are cross-sections taken approximately in lines 7 7 and 8 8, Fig. 5, respectively.

sponding parts throughout the several views. A A represent two horizontal working cylinders arranged one behind the other; B

.journaled in'bearings on the frame, and F a pitman connecting the crank of-the shaft wlth the cross-head. The two cylinders are cast in one continuous tubular shell or barrel.

which is closed at its front and rear ends by heads a a and is divided centrally by a trans- -radially through the barrel from the outer verse'disk or circular partition the two working cylinders A A.

The partition is to beheld inplace within the barrel by pins or screws g, which extend G, forming side thereof and enter the periphery of the partition, as shown in Fig. 1.

The outer end of each cylinder constitutes the firing-space in which the charge of explosive-fuel is ignited by an igniter of any suitable construction, and the piston therein is driven inwardly with a working stroke, while the pumping-space at the inner end of each cylinder, together with the iston, serves as a pump for delivering the fue under pressure into the firing-space.

Each of the cylinders 1s provided at its,inner end with one or more fuel-pumping ports h, which extend through the cylinder adjacent to the partition and also with one or more fuel-transferring ports i, which extends? through the cylinder between the pumpingports and the outer end of the cylinder. The distance between the fuel-ports h 'i, is so determined .that when a piston is in its innerof the piston and the latter does not cover either set of these orts. The two sets of fuel-ports of each cy inder are connected by a peripheral transfer or connectin passageJ,

surrounding the inner end of t e cylinder.

The transfer-passages of both cylinders are arranged side by sideand are. separated by a partition 1', which consists of an external annular flange or rim formed centrally on the cylinder-barrel. I Each of the cylinders is provided at its outer end with an exhaust port or passage k,

, through which the products of the spent fuel Similar letters of reference indicate correner end of the cylinder, and when the piston mo has passed outwardly beyond the-transferring-ports 4, fuel is also drawn from the transfer passage through the latter ports into the same end of'the cylinder until the piston reaches the end of its outward or suction stroke. Assuming that an explosion now occurs of a charge offuel which has pre- .viously been delivered into the outer end of the cylinder, the piston as'the result will be forced inwardly with a working stroke. no

80 most position in a cylinder the fuel-ports are located adjacent to the inner and outer sides During thisinward movement of the piston the charge of fuel in the inner end of the cylinder and in the-transferpassage J, con'' nected therewith, is compressed. When the piston has nearly reached the end of its working stroke the exhaust-valve is opened, permitting the spent gases to escape from the cylinder at the outer end thereof. Immediately after the exhaust-valve has opened the piston passes inwardly beyond thefueltransferring ports i and uncovers the same. This permits the compressed charge of new fuel to escape from the inner end or pump ing space of the cylinder through the'purnping-ports h into the transfer-passage J and then pass, together with the gas in the latter, through the transferring-ports i into the outer end or firing space of the cylinder. The gas enters this end of the cylinder adjacent to the outer side of the piston and moves outwardly in the same, whereby the spent gases are driven through the exhaustat the outer I end of the cylinder.

Aft er the piston covers the fuel-transferring ports iduring the subsequent outward movement of the same the exhaust-valve is closed, which causes the pis ton to compress the charge of freshfuel confined in the firing-space and atthe same time draw another charge of fuel into the pumpingspace of the cylinder. When the piston is at or near the end of its outward movement, the compressed charge of new gas mixture is ignited, whereby the piston is again driven inwardly and the cycle of operations is repeated, as before described.

When an engine having duplex cylinders, as shown, is fully in operation, the exploding mixture in the firing-space of one cylinder moves the piston therein inwardly and the' piston in the other cylinder ou twardlyavhi ch causes the piston under fire to compress a charge on the inner side of the sarnewhile the other piston is drawing a charge of mixture into the inner end of its cylinder and compressing a charge of mixture in the outer end of the same preparatory to igniting the lastmentioncd charge and driving the corresponding piston inward with a working stroke. The two pistons are thus alternately acted upon by an exploding mixture, and both pistons are positively moved inwardly and outwardly in the cylinders, thereby giving an impulse during every stroke, as in astealn-engine.

The construction and operation of the engine thus far described is the same as that disclosed in an application for Letters Patent of the United States filed by myself Februaryl, 1903, No. 141,408.

The valve' mechanism for controlling the fuel-supply is constructed as follows: L represents a valve-chest which extends across the transfer passages or chambers on one side thereof and which is provided with two 3 end heads Z Z, a central partition Z and two partitions Z Z onopposite, sides of its center, whereby the chest is divided into two outer supply or inlet chambers m m and two inner mixture or outlet chambers m mi. One of the end chambers, say m, is connected with a gas or gasolene supply passage M, the other end chamber m is connected with an air-supply passage M, and the two inner chambers m m are connected, respectively, 5

by passages M M with the transfer-passages J J, leading to-the two cylinders, respectively.

N N N a'iethe intermediate and two end sections, respectively, of a divided tubula'r bushing which forms the casing of the su ply-valve. The central section N fitstight y in circular openings formed in the central and side partitions Z Z l and has two annu lar series of mixture-outlet ports a n, which are arranged lengthwise side by side and open into the mixture-chambers "m m respectively. The outer ca sing-sections fit in circular openings formed in the end heads Z Z of the valve-chest andare provided with annular series of inlet-ports n M, which open into the gas and air supply chambers m m, respectively. The ports of the end lfushingsections are preferably formed by notching the inner edges of these sections, which notches are closed by the opposing ends of the inner bushing-section to complete these ports, as shown in Figs. Sand 6. The end bushing-sections are held in place by clamping plates or covers a n whichhave central openings through which the end bushing-sections project and which engage with outwardly-facing shoulders n on the heads M n at the outer ends of the end bushin -sections. The clamping-plates are connecte with the valvechest by bolts or screws n.

0 represents a tubular supply-valve which reciprocates axially within the valve-casing and is provided with two outer annular series of gas and air inlet ports 0 0 arranged at opposite ends thereof, and two inner annular series of alternative ports 0 0 arranged lengthwise side by side in the central part of the valve, the distance between each outer and inner series of ports of the valve being the same as the distance between the corresponding outer'and inner series of orts of the casing. The ports 0 of the supp y-valve conduct gas only, its ports 0 conduct air only, its ports 0 conduct gas or a mixture of gas and air alternatly, and its ports 0 conduct air or a mixture of air and gas alternately.

A longitudinally-reciprocating movement is imparted to the valve from the crank shaft by an intermediate connectingmecham ism consisting, essentially, of an eccentric P, rotating with the shaft and providedwith a surrounding strap p, a valve-rod Q, connected with the valve, and a pitman' Q, conuccting the valve-rod with the eccentric-strap. The valve-rod extends centrally throu h, heads .g g, applied to opposite ends of the W" and which is pivotally connected with the pitman Q. The heads of the valve are secured to the valve-rod and drawn against the ends of the valve by a screw-nut and shoulder q 'q arranged on the valve-rod and bearing against the inner and outer sides of the rear head g, and a screw-nut g arranged on the rod and bearing against the outerside of the front head q. a

In the position of the parts shown in Fig. 1 the engine-pistons are in the middle of the stroke toward the right and the fuel-valve has been moved by the eccentric P to the end of its stroke toward the left. While the parts are in this position the mixture-outlets port n are closed by the solid part of the fuelvalve between the alternative ports 0 o thereof-causing the left piston B to compress the fuel charge in the inner end of the left cylinder A while said alternative ports 0 0" register, respectively, with the gas-supply ports n 'and the right mixture-ports n and the air-inlet ports 0 register with the airsupply ports n causing as and air to be drawn into the inner end 0 the right cylinder by the right piston moving outwardly therein. By the time the pistons reach the end of their movement toward the right the eccentric P has moved the fuel-valve half a stroke from left to right, causing'the solid part of the supply-valve between its gas-ports 0 and alternative ports 0 to close the gas-ports n of the casing, the solid part behind the two 'sets of alternating ports 0 0 to close both sets of mixture-outlet ports, and the solid part between the air-inlet ports 0 and alternating ports 0 to close the air-inlet ports n of the casing. While the' ports of the valves are thus closed, the new charge of fuel in the left cylinder is transferred from the inner to the outer end of this cylinder and the compressed charge of fuel in the outer end of the right cylinder is ignited, causing the pistons to move with a Working stroke from right to left. While the pistons are effecting the first half of the stroke in this 'direction, the supply-valve completes its movement toward the right, as shown in Fig. 6, and causes the gas-ports 0 of the valve to register with the gas-inlet ports n of the casing, the left alternating ports 0 'to register with the left mix ture-outlets port u the right alternating ports 0 to register with the air-supplyports 11. and the solid part ofthe valve between its alternatingport's to still close the-right mixture-outlet ports n, thereby causing a new charge of fuel to be drawn into the inner end of the left cylinder by its piston and the charge of fuel previously-admitted to the in,

neren'd of the right cylinder to be compressed by its piston. While the pistons are effecting the second half of their stroke from right to left, the supply-valve effects the first half of its stroke 111 the same direction, thereby cutting off the fuel-supply from the left cylinder and also preventing the escape of the charge bein compressed .in the inner end of the right'cy inder.

The compressed charge of fuel in the outer end of the left cylinderis now ignited, causing the pistons to move from left to right in the cylinder.- \Vhile the pistons are effecting the first half of their movement from left to right, the supply valve completes its movement from-right to left, whereby the inner end of the right cylinder is placed in communication with the fuel-supply; but the mixture-ports leading to the left cylinder are still closed, as shown in Fig. 1, so that the charge previously drawn, into the left cylinder will be transferred ,from the inner to the outer end of this cylinder. This cycle of o erations is repeated for each rotation of t e "crank-shaft or every two strokes of the pistons on the principle of a two-stroke cycle engine. The basic form of this valve com-- prises a sliding member having ports for the separate admission of air and gas and exit of the mixture, these ports being so constructed and arranged relatively to the corresponding ports of the cooperating valve member that they openat the same time and in a like degree.

The solid part of the supply-valve between its alternative ports is of such length that it 1 0o closes either of the mixture-ports after a charge of fuel has been drawn into the respective cylinder by its pistondur ing the outward movement thereof and until this charge has been transferred from the inner end tothe outer end of this cylinder by the piston during the last portion of its inward stroke. Inasmuch as this portion of the fuel-valve closes the mixture-outlet ports while a charge of fuel is being compressed in the inner end '1 to of the cylinder the same is provided with packing-rings 0 o" in its periphery between its alternative ports. These rings are so disposed that they are arranged on o posite' sides of the mixture-ports leading to flue cyl-' inder in which compression is taking place; as shown in Figs. 1 and 6, thereby effectually preventing backward leakage fromthe cylinder 'past the valve at this time. I By employing the packing-rings 0 0 on the valve on opposite sides of the mixture-ports n n of the casing and between the alternative ports of the valve the use of separate inwardly-opening checkvalves in the conduits leading to the cylinders is avoided. f

It will be noted that when the fuel-valve is at either extreme of its movement its gas or air inlet ports 0 o are closed by the solid part of the casing-sections beyond the gas and air inlet ports thereof.

For the pur ose of avoiding the formation of an air-cus ion in the valve-casing be-J tween the heads thereof and the heads of the valve each of the latter is provided with vent openings n extending transversely through the same, as shown in Figs. 5, 7, and 8. These openings permit the airvor 'gasto pass freely into and out of the spaces n the casing behind the valve without interfering with the operation of the same.

For the purpose of enabling the speedof the engine to be controlled automatically, ac+

cording to the load on the same, means are said wheel and having a bearing r, on w ich said eccentric is journaled, and a s ring r, connecting said governor-lever an Wheel and operating constantly to move the lever in the direction for carrying the center of the eccentric outwardly away from the axis of rotation. 1

When the engine is running under a heavy load, the eccentric is held by the spring 1 in a position in which the fuel-valve opens the fuel-ports fully, so as to admit the maximum charges of fuel. When the speed of the en: gine increases While runnin on a light load, the governor-lever is shifte in the direction for bringing the center of the eccentric nearer to the center of the crank-shaft, the'reb reducing the stroke of the fuel-valve an the extent of opening of the fuel-passages accordingly, whereby the size of the charge of fuel and the output of the engine is reduced in the same measure.

Inasmuch as the quality or richness of gas varies it is necessary to vary the proportion of gas and air in the mixture to suit the requirements of the engine. This is prefer- I abl effected by a rotary adjustment of the en( sections or sleeves of the valve-casing, whereby the. ports in these sections may be moved more or less out of line or register with the supply-ports of the valve.

When the as is very poor or lean, the end section N o the valve-cas' is turned so that its ports register fully wit 1 those of the valve-casing and admit the vmaximum amount of gas for the mixture. When the. gas is richer, the casing-section N is turned so that its gas-inlet ports are more or less out of line or register with the gas-ports of the valve, thereby reducing the proportion of gas relatively to the air in the mixture.

By making both the gas-section and the air-section of the valve-casing adjustable circuniferentially the total volume of fuel may be throttled at the same time that the relative proportion of gas and air is regulated,

thereby enabling charges of fuel mixture which are less than a cylinder full to be drawn into the cylinder and then expanded by ignition to a cylinder full, whereby economyl in the consumption of fuel is effected wit out any reduction in efiiciency The adjustment of the proportioning sections or sleeves of the valve-casing allows of the maximum limit of volume of combusti le that can pass into the combustion chambers of the. cylinders.

This is an especially valuable feature when less than a cylinder-volume of combustible is to be expanded through combustion to a low terminal pressure, as only the manipulation of the end sections of the casing or bushing is required and without .any change in the stroke of the valve.

The rotary adjustment of the end sections ofthe valve-casing is preferably effected by means of a handle or pin which is inserted .into openings s, formed'in the sides of bosses s arrangedon the outer sides of the heads of said sections. In order to permit of readily adjusting the end sections of the casing to a predetermined .position, indicating means are provided showing the relation of these end sections of the'casing and the fuel-valve. For this purpose the front head of the valvecasing is provided with a segmental scale s, which cooperates with a mark 8 on the front clam ing-plate n, as shown in Fig. 3, and the rear read of the valve-casing is provided with a scale s on its periphery, which cooperates with the edge 8 of a notch in the rear clamping-plate 12. as shown in 4.

The preferred form of valve mechanism for controlling the exhaust from the cylinder is constructed as follows: T T represent ex- 1 outer end of one of the cylinders. t t represent exhaust-valves which control said exhaustports and each of which when moved outward or in the direction of the exhaust bears against a seat t around its exhaustport and closes the same, while u on moving the valve inwardly away from itsseat the exhaustort is opened. Each of the exhaust-valves is mounted on a guide rod or stem t which is'arranged lengthwise and guided in the inner part of its valve-chest. The exhaust-valves are yieldingly held in a closed position by s rings u, bearing at oposite ends against t e valve-chests and colars or shoulders 11 on the -valve-rods. The rods of both exhaustvalves project toward each other and are arranged len thwise in line. V represents a longitudinal y-reciproeating head provided with tappets v 12, which are adapted to engage alternately with the collars t of the rods carrying the exhaust-valves for opening the latter. Upon moving the latter lengthwise in either direction the tappet on its advancing side engages the collar of the companion valve-rod and having its" surrounding strap '0 connected with the tappet-head by a pitman v.

I claim as'my invention- 1. A fuel mixing and regulating device forgas-engines comprising acasing having a gasinlet port at one end, an air-inlet port at the other end, and two intermediate mixtureoutlet ports between the gas and air inlet ports, and a hollow valve cooperating therewith and having a port at each end so located as to act one as a gas-inlet, the other as an air-inlet, and two intermediate ports between the ends, adapted to alternately'register one with one outlet-port and the other with the other outlet-port, substantially as set forth.

2. A'fuel mixing and regulating device for gas-engines comprising a casing having a gasinlet port at one end, an air-inlet port at the other end, and two intermediate mixtureoutletports between the gas and air inlet ports, a hollow valve cooperating therewith and having a port at each end so located as to act one as a gas-inlet,the other as an airinlet, and two intermediate ports between the ends, adapted to alternately register'one with one outlet-port and the other'with the other outlet-port, and packing-rings arranged on the valve between the intermediate-ports, substantially as set forth.

3. A fuel mixing and regulating device for gas-engines comprising a casing having a gasinlet port at oneend, an air-inletport at the other end and two intermediate mixture-outlet ports between the gas and air inlet ports, a hollow valve cooperating therewith and having a port at each end so located as to act one as a gas-inlet, the other as an air-inlet, and two intermediate ports between the ends adapted to alternately register one with one outlet-port and the other with the other outlet-port, the respective distances between the inlet-ports and the adjacent intermediate ports being the same, substantially as set forth. i

. 4. A fuel mixing and regulating device for gas-engines comprising a casing having a gasinlet port at one end, an air-inlet port at the other end and two intermediate mixture-outlet ports between the gas and air inlet ports, a hollow valve cooperating therewith and having a port at each end so located as to act one as a gas-inlet, the other as an air-inlet, and two intermediate ports between the ends, adapted to alternately register one with one outlet-port andthe other with the other outlet-port,'and a governor for controlling the movement of said valve relagively to the casing, substantially as set ort 5. A-fuel mixing and regulating device for gas-engines comprising a casing having ages inlet port at one end, an air-inlet port at the other end, and two intermediate mixtureoutlet ports between the gas and airinlet ports, a hollow valve cooperating therewith -and having a port at each end so located as to act one asa gas-inlet, the other as an airinlet, and two intermediateports between the ends ada ted to alternately register one with one out et-port and the other with the other outlet-port, said valve having a continuous longitudinal reciprocating movementfor opening and closing said ports, and said casing being capable of circumferential adjustment for bringing the ports of the valve and casing more or'less out of line and varying the proportion of gas and air inv themixture accordingly, substantially asset.

forth.

6. A fuel mixing and regulating device for gas-engines comprising a tubular casing composed of twocircumferentially-adjustable end sections, one having a gas-inlet port and the other an air-inlet port, and a central fixed section having two intermediate mixtureoutlet ports, and a tubular valve 006 erating' therewith and having a port at each end so located as to act one as a gas-inlet, the other as an air-inlet, and two intermediate ports between the ends,-adapted to alternately register one with one outlet-port and the other with the other outlet-port, substantially as set forth.

7. A fuel mixing and regulating device for gas-engines comprising a tubular casing composed of two circumferentially-adjustable end sections, one having a gas-inlet port and the other an air-inlet port, and a central fixed section having two intermediate. mixtureoutlet ports, a'tubular valve 006 erating therewith and having a port at eac end so located as to act one as a gas-inlet, the other as an air-inlet, and two intermediate ports between the ends,,adapted to alternately register one with one outlet-port and the other with the other outlet-port, and a governor controlling the movement of said va1ve,'substantially as set forth.

8. A fuelinixing and regulating device for I gas-engines comprising a chest having agasinlet chamber at one end, an air-inlet chamber at the other end and between itsends with intermediate mixture-outlet chambers,. a tubular casing arranged in the chest and having a gas-inlet ort at one end opening into said gas inlet cliamber, an air-inlet port at its opposite end opening into said air inlet chamber, and between its ends with two intermediate mixture-outlet ports which open into the; outlet-chambers, and a tubular valve reciprocating in the casing and having a port at each end'so located as to act one as sagas-inlet, the other as an air-inlet, and two intermediate ports between the ends adapted to alternately register one with one outletinto the outlet-chambers, a tubular valve re I ciprocating in the casing and having a port at each end so located as to act one as a gas-inlet, the other as an air-inlet, and two interme diate ports between the ends adapted to alternately register one with one outlet-port and the other with the other outlet-port. and packing-rings arranged on the pcripher vot the valve between its intermediate ports, sub stantially as set forth.

10. A fuel mixing and regulating device for gasrengines Comprising a chest having a gasinlet chamber at one and, an air-inlet chamher at the otherend and between its ends with two inter-mediate mixture-outlet chambars, a tubular casing composed of two circuniferentially-adjustable end sections, one having a gas-inlet port opening into, the gas inlet ch mber and the. other havingan air inlet per-t open nginto he airdnlet chamber, and between h ends with a fixed central Section vin two mixture =ontlet orts p g inte t .e mixture=outlet cham ers,

and a tubular lve cooperating therewithand ng aport at each end so located as to act one as a 'gas=inlet, the other as an aird two intermediate ports et ee the ends adapted to alternately register one with one ontlehport and the other with the other outlet-port, substantially as set forth.

11. Afuel mixing and regulating device for gas-en ines comprising a chest having a g inlet chamber at one end, an aim-inlet chamat the other end and. between its ends with two intermediate mixture-outlet charme a bular casing composed of two 011- u er ally adjustable and sections, one

end opening into said. air-inlet 1 ends with a fixed central section having two titre-outlet chambers. a tubular valve co6p-' crating therewith and having a port at each i end so located as to act one as a gas-inlet, the 1 other as an air-inlet. and two intermediate ports between the ends adapted to alterl nately register one with one outlet-port and the other with the other outlet-port, and clamping-plates bearing against said shoulders and connected with said chest, substantially as et forth. I.

12... A fuel mixing and regulating device for gns=cngines comprising a chest having a gasinlet chamber at one end, an air-inlet chamber at the other end and between its ends with two intermediatemixture-outlet. chambers, a tubular casing composed of two circumferentially-adjustable end sections, one having a gas-inlet port opening into the gasinlet chamber: and the other having an air-inlet port opemng into the air-inlet chamber, and between the ends with a fixed central section having two mixture-outlet ports opening into the mixture-outlet chambers, a tubular valve cooperating therewith and having a port at each end so located as to act one as a gas-inlet, the other as an air-inlet, and two intermediate ports between the ends, adapted to alternately register onewith one outlet-port and the other with the other outlet-port, heads applied to the end sections of the valve, a valve-rod extending through said heads and having a shoulder and a screw-nut bearing against opposite sides of one head, and a screw-nut arranged on the valve-rod and bearing against the other head, substantially as set forth.

\Vitness my hand this 12th day of April, 1905.

HARRY J. SMITH.

l mixture-outletports opening into the mix I l Witnesses:

'Inno. L. Pore, E. M. GRAHAM. 

